Portable car stop or chock



Dec. 19, 1922. 1,439,089. R. D. GALLAGHER. PORTABLE CAR STOP 0R CHUCK. I

HLED MAR. 20. 1922. a SHEETS-SHEET x.

Dec. 19, 1922. 1,439,089. W v R. n. GALLAGHER. I PORTABLE CAR STOP 0R CHOCK.

FILED MAR. 20. I922- 3 SHEETS SHEET 2- Dec. 19, 1922.

R. D. GALLAGHER.

PORTABLE CAR STOP on CHUCK.

Patented 19, 1922;

nronsen n. sense-nee, or en eeeo, 1111111915, assienos ro ROOS economies,

11m, 033 cn ieo; ILLILiOLfE}, A oeiqeonsr on OESLLLINOIS. v i

ew tt Qe TOB 0 30 0 1 Application filed March 20, 1922. Serial 1\T0.545,062.

To all ZU/L07)l it may concern.

Be it known that I, RICHARD D. GAL- LAGHER, a citizen of the United States, residing in the eity of Chicago, intliebounty of Cook and State of.) Illinois, have invented certain neiv andilseful Iii'iproienients in Portable Car Stops ()i"Clioolis oi; Wl'iioh the following is a speeificatioiil My invention relates toportable car stops such are employed on railivaysto fizi the position of a car iyl lneyer ate tmes necessary to niake teinp i ai'y repairs, and also adapted to be employed forlimiting" the nio veii ent of cars on tracks oeoa sioii deni ands. I l

My invention particular reference to a portable stop which isselit oontziin'ed and which is securedto a track clamping, and which has no loose oi sepaiatefiqaifts to becoine'lostl i An object of my invention is to provide a cai stop orbhock which may be readily olainped in position on fail and 'Which will effectively serve its purpose. Y Another object ofthe invention is to provide a stop or chookto preventmov einentof ears and which stopis self Contained and which ma beeasily and quidldyapplied and released. i

further object of the invention is to provide a teinporary oar stop or shook which is self contained and which has a aifot tong-like clamps for engaging each side oi a rail, and havingoams for aotiiating the clamps.

A further object of the invention is to proi'ide a car stop or ohocktirhieh is self c-oi1 tained and which hasquick"acting fingers ioii'gripping a rail. A still further object of the in'ventionis to improve ca'i' stopsbr 'ohoek's foi gfeiierally successful Commercial use. I Incarrying out the preferred embodiment of my invention I employ what I"teriiia body member n hioh is 'Inade p'if'ei'erably oi. castnietal and which has a eiiifved portion serving as astop to? a vheel, a longer mi defside foi resting o i a re ilhead t1 d latei'iill'y (lemming flanges fol preventing lateiill disi vlaoenient oftliehody' oii the tail and fingers adapted to grip eaehsideof the web of the rail and nieans for actuating the fingefs.

above recited and other objects of my invention will be apparent from 1' Eollori L'iil ing description and drawings and will be particularly pointed out in the appended claims. i

In the drawings: I

Figure 11 is a side elevation of the preferred embodiment of myinvention showing' tlieparts in unlocked position:

'F giire 2 is an end elevation looking at the i ighthand end of Figure 1. i

Figure 3 is avertical section taken on the line 3 -3 of Figure LshOWing the fingers in gi'ippii1g"}3osition. igure 4 isa View similar to- Figure 3 showing the positionassliined by thefloarts when th 'fing-ers have been raised against the under side of the rail head. i

igure 5 is afront elevation of the three parteam I employ for actuating the grippin levers. a i i igure 6 is a side elevation of'the dam of of. i i "Figure 7v is an elevation of the cam lookingattheright hand side of Figure 51 Figures isside elevation of one of the gripping lei *ers of my 'inven'tion. Figure 9 isan endelevationof Figui eS. Fi ure l0is"a View similar to Figure 8 showing the reverse side of the a'rni.

I fFigui'e 11' a? iew of the ean i' similar to that shown in Figure 6 arranged soh'einath oally for illustratingthe action ottheeam on theermsl Figrnie'l? is an elevatioi'ial 'VlOW partly in section; showing: the position of the cam member attei' the same has been turnedior niifpose'oi moving the lever against the rail Web, an d Figure 13 is a View similar to Figure 12 showing" the position of the oamhndthe the side of the" head of the rail." y

"In the drawings; representsa portion of a standard Wdail in('ronnection with which my invention is illustrated. I The stop coinpi ises abody A, -formed preferably" asa castingend having a subst antial"flat'bottoni' 21 for resting onthe head the railQO, a portionbtthe'stop'is curvedas at-'22 to conform to the shape of the oafwheehand 'this 'joortion serves as a step or abutnieiit for a bar; Thebody A has st out" out poftion"23*disposedas showmin the 'difewing' iaiiil a iffont 'portion24 for Figures looking at the leftha n d side there-- resting onthe rail.

Near the bottom of the body member A and depending therefrom are lugs arranged to straddle the head of the rail for preventing; lateral displacement of the stop thereon. Extending through suitably disposed apertures 26 arranged in the body A is a shaft 27 carrying;

a handle 28 having ahub 29 for receiving the shaft and which hub is secured thereon by means of the nut 30, or other similar securing device. The handle 28 is operable exteriorly of the body portion of the stop.

The shaft 27 is shown as square in section as may be seenin other figures of the drawing's, also the opening; through. the hub 29 is square for. the purpose of preventing turninn; of the handle on the shaft. Theshaft 27 carries the cam niember B shown in Figure 5 the cam having square opening 31 therethrough for receiving the shaft. Below the shaft 27 is a secondbolt or pivotal member 32 passing through suitably arranged apertures in the body member A. This bolt is circular in section and is retained in position by a nut 34; and a head 35. This bolt is parallelto and in the same plane of vers has, an elongated opening 36 through' which; thepivot bolt 32passes. The arms are rnadeas shown in the drawings having lower portions or feet 37 which clamp against the web of the rail 20. as will be more fully described hereinafter. The arms have cut away or inclined portions 38 to enable the same to clear the head of therail.

The upper ends of thearmsj C and I) are formed with two cam surfaces, one surface designated by the reference character 39 and the other part the reference character 40. The same cams in Figure 10, that is inlever D, are indicated as 39 and 40, respectively, although ,in shape and arrangement these are exactly the same as cams 39 and 40. By

reference to the drawings itwill be noted that' ca-ms- 39 and-397-cons1ist of openings passing; through the arms laterally and which camshave high points a1 and 41, re-

speetivcly. The earns 40 and 4:0- appear as ledges, the depths of which are less than the width of the arms, as will be seen by refer ence to'Figure'9. I

Referring to Figure 5, the CBJTLB, as before stated, consists of three parts designated respectively as E, F and G." The .contour ofthe cam E and the cam G is shown in Figures .6 and 11, while the-fcontourf the cam F and the camG is shown in Fig- G against the cams 39 and 40 of the level L ure The outlines of the cams E and F are exactly the same, but these cams are arranged in different angular positions about the axis of the cam member in order to act on the high point ll and il of the cam 39 and 39, for simultaneously moving the same, as will now be more fully de-' scribed. 1 y

In assembling the stop of myunvention the cam member B is secured in any suitable manner on the shaft'27. and the arms G and l) mounted on the common pivot 32 in crosswise relation occupying the positions shown in Figures 2, 3 and l of the drawingsand arranged to act like scissors. The upper ends of these leyers arearranged with the cam 39 cooperating; with the earn E of the cam member B and the cam 39 of the lever D with the cam F; while the cam G is positioned to cooperate withcams 4:0 and 4:0. on the lever arms. Theparts having thus been arranged, the shafts 27 and 32 are fastened in position by means of the nuts 30 and 3e and head 35; the handle 28 having been applied as shown, thecams and the several of the cams corresponding to this position of the, shaft.

The stop now being appliedto a rail 20 with the lugs 25 disposed .to properly position the stop thereon; the handle is then grasped and turned in clockwise direction as viewed in Figures 2,3 and 4 for effecting; clamping of the rail by the levers. C and D.

Referring to Figures ll, 12 and 13,.it is believed that the action of the cams-E and will be clear. Figure 11 has been laid. off in aschematic manner by lines disposed at equal angles and where these. lines have cut thosurface of the can i (i, the points have been indicatedin the manner shown. The position of the cams E and G in Figure 11 is, as before explained, the normal or inoperative position of the The levers are .so mounted that the high point 4E1 of the lever C is always against the surface of the cam E while the cam 40 is always against the cam -Consequently,,, when the handle is turned in clockwise directiomthe cam E, as will. be readily, apparent, tends to move the high point 41 of the cam 39'to the, left, which swings the lever arm C. about'thepivot 32 in the manner as one of the members of a scis-' sors is moved. The handle is continued, in clockwise'direction until the'foot. 37 of the lever is brought against the web of the'rail 40. When this. occurs the cam Ehas moved to the position shown in Figure 12. While thecam E has been moving the upper end of thelever C to the left-by reason of the cooperation o-fithe. cams. E" and 39. the cam G hasacted to.raisedhearmby reason of its engagement with the cam 40 of saidfarm so that when. the foot o'f' the arm is broughtzintocontact'with the web oft-he rail, the arm or lever: will have. been raised slightly on the pivot 32. occupying the position shown in Figure 12. .srslightwinovement ofthe handle in the clockwise direction will movethc (211118 E and Grinto such position with respect to thecam 39 and 4-0 thatthe leverarm G willbe' held against displacement with respect: to the rails. In other ivorclsthecams have passed. the'hi 'h point of" the. same and; in order to permitdisengagement' of the-foot 37bit. the lever C with the raih manual operation of; the cams inopposite" direction is essential. Theposition. of the arm C with respect to the rail afteiuthe handle 28: has been stopped in its movement is indicated in'Figure 1:3 oi the drawings. where itis apparent the foot 37 in contact not onlywith. the web of the rail but also with the under side of the head, thus causingl a tight: gitippingi oii the lovers or arms C and D with the rail and firmly positioning the rail stop thereon.

I have described the operation in the preceding para-graphof the arm C only. The arm D is moved in exactly the same man ner under influence of cams F and G but in the opposite direction, so that when the handle has moved the shaft 27 to the position shown in Figure 13, the clamping arms G and D will be in engagement with the rail 20 in the manner shown in Figure 4E and the arm 28 will be substantially in the position as it appears there. i

It will be noted that I efi'ect clamping engagement by means of a pair of arms disposed in scissor-like manner on a common pivot and which are influenced by a threepart cam, two of the three cams acting separately with respect to the two levers and the third cam acting in common with the two levers. By this arrangement I am enabled to securely clamp the rail and firmly hold the stop thereon. The last final squeezing move ment of the handle I have found to be sufficient to securely fasten the stop against displacement by a car. As a means of locking, the handle 27 to the body A after the stop has been clamped to a rail, I provide the handle with an apertured Inn 42 and the front end 2 of the body A with an aperture 43. so that a chain may be passed through these apertures and secured by padlock. thus preventing movement of the handle 28 in counter clockwise direction to unlock the stop and permittingunauthorlzed removal of the same.

While I have described more or less pre cisely the details of construction of my invention, I do not wish to be understood as lii'i'iiting myself thereto. as contemplate and the substitution of equivalents as circumstancesgniay suggest or render expedient, "hout departing from the spirit of my invention. Iclaim:

l. A rail stop conmrisi'ng a body adapted to rest on a rail head. a pair otgrippers mounted scissors fashion within said: body and depending; therefrom. and means operable to; cause said grippers to pinch a rail undericertain conditions.

2-. A rail stop comprising, a body adapted to. rest on a rail head pincer-like ggrip iiers mounted; therein for angular and longitudinal movement. and, means. operable exteriorly .ofsaidbody for causing said grippers to pinch a rail.

3. A rail stop comprising a body adapte to rest on a rail head. pincers-like grippers mounted therein for angular and longitudinalmowiment and cams operable. exteriorly oi: said body for causing said grippersto pinch a rail.

ends of said grippers for producing a scis-.

sors movement thereof, and means operable exteriorly of said body for actuating said cams.

5. A carstop'including a body member adapted to rest on a rail head, grippers mounted therein adapted for scissors like action and projecting below the bottom of said body, cams cooperating with the inner ends of said grippers forproducing a scissors like movement thereof. means operable exteriorly of said body for actuating said cams. and means for locking; said last men tioned means to prevent unauthorized removal of said stop.

6. A car stop comprising a body adapted to rest on a rail and having! a portion thereof curved to form a wheel abutment. lugs de pending from said body For maintaining longitudinal position of the same on a rail. gripper levers pivotally mounted within said body for scissorsdike movement and dependingthereirom arranged one on each side of a rail. and cams cooperating with said levers for actuating the same for gripping purposes. d

7. A rail stop comprising a body adapted to rest on. a rail, lever grippers within said body adapted for pivotal and longitudinal movement on a common pivot and having the lower ends thereof depending from said body for gripping a raihcams within said body adapted to move said levers into and out of gripping position. another cam adapted to move said levers upwardly when in gripping engagement with the rail for increasing the tuat-ing said cams.

rail.

gripping effect of same, and means for ac- 8. car stop having means forgripping a rail Web to-secure said stop thereon said means including gripper levers mounted in said body for scissors-like aetlon, means for closing said levers against a rail and means havin tog le-like action for maintainino O p a said levers in grlpping P08115101} against the 9 A car stop having ahody member and a pa r of gripper levers carried thereby for clamping a'rail, said -levers'being mounted for scissors-like action, a three part cam havmg two parts cooperating With said levers for spreading and contracting the same, and

cam operable by said same means -for maintaining'said leversin pinching position.

11. In a device of the class described, in combination, a pair of levers, said levers being movably mounted crosswise on acommon pivot, cams cooperating Withthe upper ends of said levers for moving the same to cause thelo ver ends thereof to grip arail and means foractuatlng said cams.

12. In a device of the class described in combination; a pair of levers mounted on a common pivot .in crosswise relation and adapted for longitudinal movement thereon, a Single member comprisingthree cam surfaces. two of which are arranged to separa'tely'cooper'ate with said levers for causing gripping action thereof andv a third co- OpelatlHg-Wlth both levers for increasing the pinching effect of the same by bodily raising the same after sald other cams have P moved said levers against a rail Web; and

means for actuating said cam member.

Signed-at Chicago, Illinois,vthis-6th day of March, 1922. I

RICHARD D. ALLAGHER, 

